Boeing 727: Final Flight of the Prototype

Clare Leavens Award Joe Chase Award Aviall High Achievement Award

Transport Canada Approved for R/T

Boeing 727: final flight of the prototype

Pathways: Connecting Canada’s transportation system to the world

Publication Mail Agreement No. 0041039024 April - May 2016 and Return Undeliverable Canadian Addresses to Alpha Publishing Group (2004) Inc. Volume 14/Issue 6 Unit 7, 11771 Horseshoe Way, Richmond, BC, V7A 4V4 email: [email protected] $7.95

AMU-OFC-IFC.indd 1 3/31/16 11:37 PM AMU-OFC-IFC.indd 2 3/31/16 11:37 PM Air Canada wants Departments

level playing field 4 Upcoming Events ir Canada said that it welcomed the 6 STCs & New Products greater flexibility contained in the bill tabled March 24th by the Gov- 8 Industry Forum Aernment of Canada to amend and modern- 18 AME Association ize the Air Canada Public Participation Act and PAMA News with respect to its aircraft maintenance obligations. 39 Classifieds “It is indeed time that the Air Canada 42 AMU Chronicles Public Participation Act, dating from the By Sam Longo company’s privatization nearly 30 years ago, be modernized to recognize the reality that Air Canada is a private sector company, owned by private sector interests, which op- Features erates in a highly competitive global industry that has undergone dramatic transformation 10 Boeing 727: 10 over the past three decades,” said Calin Rovi- AMU is viewable online: at www.amumagazine.com subscribe and download nescu, President and Chief Executive Officer, Final flight of the prototype Air Canada. “No other airline in Canada is subject to restrictions such as those imposed on Air Canada. To succeed and thrive in the The Regs: 22 global marketplace and to create high-skill Canada Transportation Act Review Report job opportunities in Canada beyond those held by our 26,000 employees, we need a level playing field and the same ability to manage Helicopter Industry Outlook 32 our business and affairs as our competitors. Cautious purchases amid increased usage Our airline industry today is very different from what it was in the 1980s, with greater domestic competition, more foreign carriers and maintenance dynamics that have dra- Shake, Rattle and Roll 35 matically changed on a global basis.” Raising the Bar: Subject to concluding final arrangements, Kamov Ka-32A11BC (C-GKHL) the Government of Quebec has agreed to discontinue the litigation related to Air Can- ada’s obligations regarding the maintenance AirMaintenance Update Published by Alpha Publishing Group (2004) Inc. Publication Mail Agreement Number 0041039024 of an overhaul and operational centre fol- Unit 7, 11771 Horseshoe Way and Return Undeliverable Canadian Addresses to: lowing Air Canada’s agreement to collabo- Richmond BC V7A 4V4 Canada Alpha Publishing Group (2004) Inc. rate with the province to establish a Centre phone: (604) 214-9824 l fax: (604) 214-9825 Unit 7, 11771 Horseshoe Way Richmond BC V7A 4V4 Canada of Excellence for C Series airframe heavy maintenance work in Quebec. The Govern- [email protected] or [email protected] website: www.amumagazine.com

ment of Manitoba has also agreed to discon- editor: John Campbell Subscription Rates: 1 Year: $40 2 Years: $60 tinue litigation following Air Canada’s agree- art director: Gregory Kero AirMaintenance Update is published 6X annually. AirMaintenance Update may not be reproduced in ment with that province to further support publisher: Bill Carter whole or in part in any form without the express written Manitoba’s aviation sector by bringing three sales manager: Bill Carter permission of Alpha Publishing Group (2004) Inc. Copyright 2016 Printed in Canada of its suppliers and partners to Manitoba and Advertising inquiries: (604) 214-9824 helping to develop a Western Canada Center Corporate Member of: of Excellence. production manager: Chrissie Auclair Anne Gervin Helicopter circulation: Association Air Canada is studying the proposed International amendments and will make submissions to contributors: Sam Longo, Gordon Walker This publication neither endorses nor confirms the information the Minister of Transport after completing contained within. The appropriate authorities should be contacted prior to commencing work on any aircraft or its review. aircraft part or procedure. (With Air Canada files.) Publications Mail Registration No. 0007198278 ISSN 1703-2318

April/May 2016 AIRMAINTENANCE UPDATE 3

AMU-Section1-STCs-1.indd 1 4/6/16 11:58 AM Upcoming Events the Amazon

Cyclone Details Need Sorting ments leading up to the former Conserva- Northern Skies Air Show stairclimber tive government’s acceptance of the he- July16 – 17, 2016 licopter. Documents prepared at the end Peace River, Alberta of 2014 also say the first generation of the www.peaceregionalairshow.com the helicopters, known as Block 1 versions, would have 64 restrictions on their initial Abbotsford International Air Show capabilities, ranging from prohibitions on August 12-14, 2016 AUTOMATED lifting solution flying over rough seas to altitude restric- Abbotsford, British Columbia tions on automated flying systems. It also www.abbotsfordairshow.com said the helicopters would have a lifespan of 200 hours before some parts had to be safe, dignified passenger transfer The Canadian Press reports that one of changed out. UNITED STATES Canada’s new CH-148 Cyclone helicopters had to be winched off a ship after Brazing Symposium self-propelled: no lifting required a small piece tore off while it was be- CANADA April 4 – 5, 2016 ing parked — an unexpected problem Dallas, Texas versatile: used on commercial and corporate aircraft that sent engineers back to the drawing CHC Quality and Safety Summit www.brazing.aviationweek.com board. Access to information documents April 4 – 6, 2016 simple and easy to operate: training provided say a metal ring on the helicopter’s nose Vancouver, British Columbia www.chcsafetyqualitysummit.com snapped as crews tried to get it lined up MRO Americas lifts 350 lbs. / 160 kg with the push of a button for a tow into a hangar originally designed April 5 – 7, 2016 to hold the vintage Sea King helicopters Careers in Aviation Expo Dallas, Texas portable: use at base or take it with you that are being phased out. The incident — April 9, 2016 www.mroamericas.aviationweek.com which wasn’t noted in any news release Toronto, Ontario — occurred during testing last year be- www.careersinaviation.ca fore the former Conservative government 2016 MCAS Cherry Point Air Show announced on June 19 it had accepted Careers in Aviation Expo April 30 – May 1, 2016 ownership of the choppers. May 14, 2016 Cherry Point, North Carolina compact and lightweight The 28 Cyclones have faced repeated Calgary, Alberta www.cherrypointairshow.com development delays since being ordered www.careersinaviation.ca transports passeners quickly in 2004 and are not expected to be fully operational on both the East and West Great Lakes International Air Show National BiPlane Fly-In ensures fast and efficient turn times Coasts until 2021. The deck incident on June 18 – 19, 2016 June 3 – 4, 2016 St. Thomas, Ontario March 12 was among numerous issues Junction City, Kansas reduces risk of injury to staff and passengers noted in the access to information docu- www.greatlakesinternationalairshow.ca www.nationalbiplaneflyin.com unique, specialized design Advertisers Index patented braking system

APS Brakes / Aero Incorporated ...... 26 Concorde Battery ...... 23 Progressive Air ...... 15 Aeroneuf Instruments Ltd ...... 16 Eagle Fuel Cells Inc ...... 33 Propworks Propeller Systems ...... 27 BKD Aerospace ...... 5 Gregoarsh Aviation ...... 13 Rapco Inc ...... 2 Tel: (604) 247-2128 Fax: (604) 214-9825 Canadian Aero Accessories Ltd ...... 44 Hartwig Aircraft Fuel Cell Repair ...... 29 Schweiss Bi-fold Doors ...... 37 Canadian Propeller Ltd ...... 30 MARSS ...... 28 Superior Oil Coolers ...... 34 Casp Aerospace Inc ...... 25 NAASCO ...... 12 U.S. Air Tool Company ...... 36 BKD Aerospace Industries Inc. ProAero Engines Inc...... 15 [email protected] Call us for a quote or visit our website for more details. Unit 7 — 11771 Horseshoe Way Watch our online videos at www.bkdaerospace.com Richmond BC V7A 4V4 Canada 4 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section1-STCs-1.indd 2 4/6/16 11:58 AM the Amazon stairclimber

the AUTOMATED lifting solution

safe, dignified passenger transfer

self-propelled: no lifting required

versatile: used on commercial and corporate aircraft

simple and easy to operate: training provided

lifts 350 lbs. / 160 kg with the push of a button

portable: use at base or take it with you

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unique, specialized design

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Tel: (604) 247-2128 Fax: (604) 214-9825 BKD Aerospace Industries Inc. [email protected] Call us for a quote or visit our website for more details. Unit 7 — 11771 Horseshoe Way Watch our online videos at www.bkdaerospace.com Richmond BC V7A 4V4 Canada

AMU-Section1-STCs-1.indd 3 4/6/16 11:58 AM STCs & new products

Trailblazer constant speed prop Clean up that mess now on Scout patrol with bonded pads

Hartzell Propeller Inc. has received New Oil Eater Sonic bonded pads and STC approval for installation of the rolls are intended to provide solutions company’s new Trailblazer constant for providing a safer and cleaner speed propellers on American workplace by absorbing spills including Champion Scout aircraft. Included in oils, solvents, water and acids. The pads the STC are 8GCBC Scout and Denali and rolls tear along their perforated Scout aircraft. The Hartzell 80-inch, seam to fit almost any space. They swept two-blade, advanced structural are constructed from a single layer of composite Trailblazer prop replaces polypropylene fibres that have been either the two-blade aluminum Hartzell, bonded together using a high-loft or the two-blade wood core propeller, process. The material is said to provide available on Scouts from the factory. The new unlimited life Trailblazer is said strength and reduced linting. to provide an increase in climb performance compared to factory-installed For information visit propellers. For more information visit www.hartzellprop.com www.oileater.com

Fall protection available from Alpine AVS-SYS introduces flexible ducting while working on Bells in low-pressure situations

Alpine Aerotech has AVS-SYS Ltd. has introduced introduced a fall protection a new range of flexible ducting system to improve safety specifically designed to suit the for those working at heights on-board environments found on the Bell 205 / 212 / in aircraft of all types, while 412 / CH146 aircraft. This removing weight to provide fall protection system is long term operational savings. collapsible and compact The primary use of the ducting for easy stowage, making it will be in the low-pressure air an ideal kit for both hangar distribution system on board and field applications. aircraft. The flexible ducting comes in a range of lengths and diameters with When installed properly, the system is said to actually eliminate the fall hazard. various cuff ends to provide options across a spectrum of aircraft types.

For information visit www.alpineaerotech.com For more information visit www.avs-sys.com

New kit from Spectroline Take the scream pinpoints leaks out of tire deflation

Spectroline’s MLK-35A Maxima Kestrel Engineering Ltd. is now offering a leak detection kit is said to device that is said to reduce noise levels by pinpoint the exact source of more than 20 decibels when deflating aircraft leaks in hydraulic, engine oil, wheels. The Saf-Deflat-Aer screw-on version and aircraft fuel systems. The contains an integral silencer and a connector, kit features an ultraviolet lamp which is firmly screwed onto the external and a 237-ml bottle of Aero-Brite threads of the Schrader wheel valve. A knob universal fluorescent dye, which is then used to locate the end of the integral locates all leaks in petroleum- spindle on the valve core. It is then rotated to and synthetic-based aviation fluid systems. The Maxima lamp reportedly raise the core off its seat, which results in the delivers up to10 times the UVA output of conventional high intensity discharge compressed nitrogen escaping through the (HID) lamps, and can be used in direct sunlight. integral silencer. For more information visit For more information visit www.spectroline.com www. kestrelengineering.com

To announce your STC or new product, email a JPG photo and a product description to [email protected] or [email protected]

6 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section1-STCs-1.indd 4 4/6/16 11:58 AM AMU-Section1-STCs-1.indd 5 4/6/16 11:58 AM Industry Forum

BELL COMPLETES powered by Pratt & Whitney PurePower available,” says Jeff Denomme, president COAST GUARD CONTRACT PW1500G engines as part of its narrow- of Alpine Aerotech. body fleet renewal plan. The LOI con- templates 45 firm orders plus options SKYE AVIONICS TACKLES to purchase up to an additional 30 air- BIG REWIRING PROJECT craft and includes substitution rights to CS100 aircraft in certain circumstances. Deliveries are scheduled to begin in late 2019 and extend to 2022. The first 25 aircraft on delivery will replace Air Can- ada’s existing mainline fleet of Embraer E190 aircraft. “The entry of the C Series into our After being awarded a contract in May fleet is expected to yield significant cost 2014, Bell Helicopter Textron Canada savings,” said Calin Rovinescu, president has now completed the delivery of 15 and CEO of Air Canada. “We have esti- light-lift helicopters to the Canadian mated that the projected fuel burn and Coast Guard, with the final unit deliv- maintenance cost savings (on a per seat Skye Avionics is quite proud of a recently ered March 16, to the Shearwater station basis) of greater than 15 percent should completed tip-to-tail Bell 206B wiring in Nova Scotia. The new helicopters are generate an estimated CASM reduction refurbishment project and in March the said to be faster, able to fly farther and of approximately 10 percent, when com- Campbell River, BC-based company carry greater payload than the aircraft pared to the aircraft it will replace.” contacted AMU to share the details, they are replacing. In addition, they The acquisition of the C Series air- which included new engine and trans- provide a range of safety enhancements craft complements the acquisition of 61 mission harnesses, the installation of a over the existing aircraft. The Canadian Boeing 737 MAX aircraft announced in new avionics package, Aero Led light- Coast Guard’s helicopter fleet supports December 2013 to replace the larger end ing and other modifications to meet the several programs that contribute to the of the airline’s narrow-body fleet. operator’s requirements. The helicopter safety, national security and sovereignty was an early serial number and had been of Canada. Helicopter missions include ALPINE AEROTECH LAUNCHES cared for, however the wiring and termi- everything from flying to remote sites in nals were showing signs of wear and nu- Canada to supporting construction and NEW PRODUCT WEBSITE merous splices could be found through- maintenance of CCG communication out the harness. A number of issues were sites, oil pollution response, ice moni- detected when the harness was removed. toring and support to DFO Science pro- As a result the Skye Avionics team bur- grams. nished and treated all of the grounding points throughout the entire airframe, AIR CANADA TO PURCHASE refurbished the circuit breaker panel and FLEET OF C SERIES JETS rectified all found defects. Along with the new wiring, Skye Avionics provided a documentation package that includes schematics of the entire avionics system. Kelowna, BC-based Alpine Aerotech The total time of this completed project has launched a new website designed was a five weeks. to provide visitors with simple search functions for established product lines, as well as newly approved products. In- dividual product pages at www.aalprod- uct.com provide photos and key information such as weight, installation time, approval details and price. Air Canada announced in mid-February “Responding to the needs of our cus- that it has entered into a Letter of Intent tomers results in newly approved kits with Bombardier Inc. for the acquisition and this new website allows us to feature of up to 75 Bombardier CS300 aircraft these products as soon as they become

8 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section1-STCs-1.indd 6 4/6/16 11:58 AM BELL 505 JET RANGER X primarily under the leadership of presi- fan Murphy, managing director of Up & PROGRAM IN HIGH GEAR dent Adam Bembridge, a local aviation Away Aviation. “It is also a great advan- executive. tage to be able to land anywhere in the Launched at HELI-EXPO 2014, Bell “I’m extremely proud to not only be a world without the inconvenience and Helicopter’s 505 Jet Ranger X program part of this investment in the north per- delay caused by having to be disinsected has moved from mockup to prototype sonally, I’m thrilled to have a such a dy- by the authorities on the ground.” in less than two years. Flight-testing is namic partner like HNZ Group making now underway and the company says it this significant investment in the future VIH AEROSPACE EARNS is making “significant” progress toward of my home community of Yellowknife,” BELL 407 CERTIFICATE type certification. said Bembridge. “Together we see this OF AIRWORTHINESS as a strategic investment that will create stable, long-term northern employment. I personally look at Acasta HeliFlight as an opportunity, in otherwise challenging times, to demonstrate our commitment to our fellow northerners and do our part to contribute to the overall stability of our economy.”

UP & AWAY AVIATION: MAKING CRITTERS LESS COMFORTABLE “The Bell 505 program is proceeding VIH Aerospace of Victoria, British Co- with velocity,” said Matt Hasik, Bell Heli- lumbia has received a Transport Canada copter’s executive vice president of com- - Certificate of Airworthiness for its Bell mercial business. Three flight test vehi- 407 Helicopter; aircraft serial number cles have amassed more than 575 flight 53001. hours and work has begun to prepare for In obtaining the Certificate, VIH low-rate initial production at the Louisi- Aerospace now adds the availability of a ana Assembly Centre, which opened last serviceable Bell 407 helicopter for lease year in Lafayette, Louisiana. Additional- options to compliment its Bell 407 Over- ly, engine partner Turbomecca received haul, Rental and Exchange program, that EASA type certification for the Arrius 2 Farnborough, UK-based aviation-detail- provides operators with low to zero hour R engine which will power the Bell 505. ing company Up & Away Aviation says lease and exchanges for their Bell 407 it has a new aviation approved pesticide components while the operator’s com- HNZ INVESTS IN NORTHERN that is effective in killing virtually all in- ponents are overhauled by VIHA’s com- sects. It’s a treatment designed to leave ponent repair and overhaul specialists. CANADA a residual film that lasts for up to eight As a Bell-approved Customer Service weeks ensuring ready-to-fly status for Facility, VIH Aerospace offers a suite of treated aircraft. This will appeal to cus- services including component overhaul, tomers travelling to an increasing num- structural repair, avionics and electrical ber of countries where “disinsection” is modifications/upgrades/installations.n now a legal requirement. This service is said to provide “complete peace of mind” to those concerned about the recent threat from the Zika Virus with its capacity to kill mosquitoes that are proven to carry the virus. The service Helicopter support services provider involves treating the aircraft cabin and HNZ Group says it has enhanced its cargo while passengers and crew are on presence north of the 60th parallel the ground. It’s a process that is said to through the recent creation of Acasta take about an hour depending on air- HeliFlight Inc., which will be based in craft size. Yellowknife, NWT and provide special- “Passengers can relax and enjoy their ized northern Canadian VFR helicopter flight knowing that their aircraft has transportation services across all sectors been completely fumigated and a safe of the regional economy. Acasta will be environment has been created,” said Ste-

April/May 2016 AIRMAINTENANCE UPDATE 9

AMU-Section1-STCs-1.indd 7 4/6/16 11:58 AM Feature

Boeing 727: Final flight of

On March 2, the Museum of Flight’s recently restored Boeing 727 prototype made its first flight in 25 years; the flight also marked the airplane’s last flight ever. The Future of Flight at Paine Field in Everett, Washington held a pre-flight ceremony while hundreds of en- thusiastic fans and former 727 flight crew members awaited the plane’s flight and arrival at The Museum of Flight. The plane received a heartfelt welcome at the museum when it taxied through the Museum’s Boeing Field gate at 11 a.m.

10 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section2.indd 2 4/6/16 12:00 PM Above left: Fire trucks greet the Boeing 727 at Seattle’s Museum of Flight. Above right: The Boeing 727-100, N7001U was rolled out in 1962. the Prototype he final flight from Paine Field to Boeing Field lasted and Pascale fly 727s on a regular basis; airline and corporate less than 15 minutes. Upon landing it taxied directly pilot Powell has over 10,000 hours at the controls of various into the museum’s parking area — through a celebra- 727s. Bogash is the museum’s 727 project manager. Ttory arch of water created by water cannons on Boeing and King County fire trucks — where the engines were shut down History of the Boeing 727 Prototype for the last time. After the ceremonies, the plane was opened to the public, where they were able to tour for the remainder The museum’s three-engine, Boeing 727-100, N7001U, first of the day as part of their admission. flew on February 9, 1963. Until the 777 in the 1990s, it was the The 727’s brief trip from Everett to Seattle was flown un- only type of Boeing commercial jet with no dedicated proto- der a special flight permit, with only essential flight crew on- type—the first airplane was not kept as a flight test airplane, board: pilot Tim Powell, co-pilot Mike Scott, flight engineer but was delivered to the “kickoff customer” airline and went Ralph Pascale, and safety officer Bob Bogash. Powell, Scott into regular service. It was the first of 1,832 Boeing 727 Trijets

April/May 2016 AIRMAINTENANCE UPDATE 11 Above: Detailed view of the first Boeing 727 built.

12 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section2.indd 4 4/6/16 12:00 PM built at Boeing’s Renton plant. The airplane was delivered to United Air Lines on Oct. 6, 1964, and remained with the company for its entire service life. Dur- ing its 27-year career the Trijet accumu- lated 64,495 hours, made 48,060 land- ings, and flew an estimated three million passengers. United paid $4.4 million for the airplane, which in-turn generated revenues of more than $300 million. In 1984, the Museum of Flight’s Chairman of the Aircraft Acquisition Committee, Bob Bogash, approached then-United top managers Ed Carlson and Dick Ferris, and asked for the 727 upon its retirement. United agreed. On Jan 23, 1988 the airplane was present during an official museum ceremony a few years before it was retired. On Jan. 13, 1991, the airplane—repainted in its original United colours—flew revenue trip 838 SFO - SEA, and was then ferried to Boeing Field for a final acceptance ceremony at the museum. It made one last flight to the Museum’s Paine Field Restoration Center. Bogash, a Boeing Company veteran of 30 years, became the 727’s restoration project manager. Above: Boeing 727 N7001U: the first 727.

April/May 2016 AIRMAINTENANCE UPDATE 13

AMU-Section2.indd 5 4/6/16 12:00 PM Top photo: 727 stab removal. Bottom photo: The main display area of the Museum of Flight, located at Boeing Field, Seattle.

14 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section2.indd 6 4/6/16 12:00 PM Because United removed many of the major parts on the airplane to use as spares for its remaining fleet of 727s, the museum was left with a significant chal- lenge with its goal to restore the airplane to airworthy condition. After a few idle years the restoration began in earnest, and grew significantly with the donation of two more 727s for parts. On March 6, 2004, Federal Express donated a 727-100 airplane to the museum, and in Septem- ber 2005, Clay Lacey donated a 727-200. Over the past 25 years, dozens of enthu- siastic volunteers have helped bring the plane back to life. FedEx has been a long- time partner on the project, and recently donated the engines that will power the plane on its final flight. The expertise and equipment for the huge project has been international and from all walks of life. Preservation of this historic airplane has entailed four phases.

Phase I involved prevention of any dete- rioration of the aircraft. To accomplish this task, heated, dehumidified air was supplied to the cabin during the wet winter months. Periodic washing and polishing had also been accomplished. Above: United 727 and 247.

April/May 2016 AIRMAINTENANCE UPDATE 15

AMU-Section2.indd 7 4/6/16 12:00 PM Phase Two involved restoring certain missing hardware to allow proper presentation of the airplane. Most notably missing were the aircraft’s three JT8D engines and flap drive system.

Phase Three involved restoring certain systems such as hy- draulics and air conditioning that can be run as an aid in preserving the airplane. Electrical power was restored and ap- plied to the airplane, making equipment cooling and interior/ exterior lighting all functional.

Phase Four involved preparing the airplane for its one-time ferry flight to the museum at Boeing Field. While accomplish- ing Phase Four was uncertain, a master schedule had been established setting flight day for Labor Day 1999. That date was long passed due to the unavailability of necessary parts, however flight was still the team’s goal. The restoration and maintenance crew participated in all the above activities. Af- ter an initial burst of activity, the crew settled down to a regular monthly meeting schedule. With the acquisition of the 727 donor airplane from Federal Express, came a three-day work week at the Paine Field facility to perform the required restoration tasks on the airplane. People with a real interest and love of the 727 became part of a crew that included not only retired or current United or Boeing employees, but also Boy Scouts, and other aviation people. One of the team members was Lew Wallick, the Boeing test pilot who made the first flight in this airplane! The common denominator of this diverse crew was genuine enthusiasm for the project. Begin- ning in June 2004, restoration of this airplane moved into full swing and the rest, as they say, is history.

About the Museum of Flight

Founded in 1965, the independent, non-profit Museum of Flight is one of the largest air and space museums in the world, serving more than 560,000 visitors annually. The museum’s collection includes more than 160 historically sig- Now in nificant airplanes and spacecraft, from the first fighter plane (1914) to today’s 787 Dreamliner. Attractions also include the original Boeing Company factory, and the world’s only full- scale NASA Space Shuttle Trainer. The museum’s aviation and space library and archives are the largest on the west coast. More than 150,000 individuals are served annually by the museum’s on-site and outreach educational programs. The Mu- Your solution for seum of Flight is accredited by the American Association of Avionics Maintenance Museums, and is an Affiliate of the Smithsonian Institution.

Votre solution en 2016 Boeing Centennial Recognition Maintenance d’Avioniques The Museum of Flight draws upon its unrivaled collection of Ground Equipment Boeing aircraft, artifacts, images and documents to present Equipment au sol The Boeing Company story during the year of its centennial, 2016. The museum-wide Boeing recognition will be enhanced 600, 3e Avenue,, Laval,Laval, Quebec,Quebec, H7RH7R 4J44J4 with public lectures, films and other presentations that focus Tel: (514) 631-2173 Fax: (450) 627-2199 on Seattle and popular culture during the past century. n www.aeroneuf.com.aeroneuf.com [email protected]@aeroneuf.com (With Bob Bogash files.)

16 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section2.indd 8 4/6/16 12:00 PM Thinking of advertising in AirMaintenance Update? Get the exposure you need for your company or business.

Visit our website and download our media kit to see our advertising rates for AMU magazine and to advertise online.

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April/May 2016 AIRMAINTENANCE UPDATE 17

AMU-Section2.indd 9 4/6/16 12:00 PM AME Association of Ontario c/o Skyservice F.B.O. Inc., PO Box 160, Mississauga, Ontario L5P 1B1 tel: 1-905-673-5681 fax: 1-905-673-5681 email: [email protected] website: www.ame-ont.com

Annual Workshop/Symposium will cost you $115 to renew. A licence being renewed one year after the deadline will still cost you $155, but you will also have to write and Our annual Symposium and Workshops are to be held Wednesday and pass the CARs exam and pay the appropriate fee for its administration Thursday, September 28th and 29th. The exhibitors will set up Tuesday and correction. It can get expensive. evening. This is a change from previous years when our workshop was So next time you renew your driver’s licence or car plates, check held Thursday and Friday. The workshop committee expects that by your AME Licence expiry. It’s easy to renew. Just $40 cheque or credit/ moving the operations forward by one day it will be more convenient debit card (they do not take cash any more), fill in form 24-0083 and for exhibitors, speakers and attendees. Again this year we will be hav- supply a photo which you can take with your own digital camera. De- ing two days filled with educational sessions as well as a full house of tails can be found on the web at: www.tc.gc.ca/eng/civilaviation/stan-

ONTARIO displays from industries supporting aircraft maintenance. Check our dards/maintenance-aarpb-general-renewal-2543.htm website at www.ame-ont.com for all the details. I filled in the form and brought it to my regional office earlier this week. I was served by friendly staff who took my photo, gave me Licence Renewal a receipt for the credit card payment and I was out within 10 minutes. I expect to have my new licence in the mail by the end of next week. A reminder that you should renew your AME licence prior to the ex- Submitted by Stephen Farnworth piry date. The renewal fee is $40, however if you miss the deadline it For the Board of Directors

Western AME Association

About our Association

The Western AME Association is run by a volunteer group of AMEs acquire leading up to next April. Have something to contribute, give who are elected by the member AMEs to the Board of Directors. The us a call or email! We will arrange for copies to be made or items to membership is comprised of AMEs, non-licensed personnel working be shipped as needed and make sure all your originals are returned to in the industry, students and apprentices as well as corporate mem- you in same condition after the event. These displays will be available bers. A separate committee runs an annual symposium/workshop. for viewing and discussion during the various conference functions This workshop is a two-day event that features speakers on a variety of we’ll be hosting at venues across Whitehorse. We’ll be making use of topics, as well as an industry tradeshow with over 50 booths from vari- some of Whitehorse’s most iconic locations including the Air North ous companies, suppliers, manufacturers and other organizations. At- hangars, Kwanlin Dun Cultural Centre, the MacBride Museum, and tendance at this and other smaller workshops may be counted towards the Westmark Hotel. the recurrent training requirements required by Transport Canada. NATA conferences are known industry-wide for providing great opportunities to network and access decision-makers. This year will NATA’S 40th Anniversary Celebration feature even more receptions and social functions featuring the very best in food, drink, and hospitality that the Yukon has to offer. We’ll be Celebrating 40 Years of Northern and Remote Aviation in Canada pulling out all the stops to make this our most memorable conference For 40 years now, the Northern Air Transport Association has been ever, for both the delegates and their companions. In addition to the supporting and promoting Northern and remote aviation in Canada. various special events and social functions we will, of course, be hold- WESTERN This April 25-27, we will be in Whitehorse, Yukon Territory for our ing our usual interactive discussions with industry and government, 40th Annual General Meeting, Conference, & Tradeshow. NATA 40 as well as providing critical updates and information sessions. Our promises to be our biggest and best ever gathering of the aviation in- tradeshow promises to be the biggest ever and we’ll be providing more dustry and government. The theme of this event is the past, present, details in the coming weeks on how your organization can showcase and future of Northern and remote aviation—we will be honouring itself at this fantastic opportunity for networking and sales. our past, celebrating the present, and looking toward the future of We encourage media and other partners and interested parties to what is a critical industry for Canada and, especially Canada’s North. contact us regarding opportunities for partnership, collaboration on We’ve reached out to our contacts as well as past and present content, or promotion related to this event. Please feel free to contact leaders in the industry to collect materials and information for dis- us with any questions or information. plays and presentations at the event. On exhibit will be uniforms, pins, Colin Dempsey, NATA aircraft, photos and any other equipment or materials we collect or [email protected]

18 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section3-Cdn1st-a.indd 2 4/1/16 5:15 PM Atlantic AME Association

President’s Notes counts, Aerospace Museum discounts, Legal defense fund, Insurance By Uli Huber discounts, Rental car discounts are some of the possibilities.

The AME Associations from across Canada met in Vancouver on Oc- UAS tober 4-5, 2015 for the annual AGM of the CFAMEA (Canadian Fed- eration of AME Associations). The meeting was called to order by the The UAS (Unmanned Aircraft System) movement will be continu- president Ole Nielsen with representatives Steve Farnworth, Ontario ously monitored by Ole Nielsen and he will attend any meetings that AME association filled in as proxy for the President Sam Longo; Rod TC will bring to the table for discussion. Fisher Western AME Association, Bob Rorison Pacific AME Asso- ciation. The Central AME Association with President Mike McCartan Hall of Fame was not present at this meeting for unspecified reasons. A long-time member of the Pacific AME Association, Gordon Du- AME Conferences pont, was inducted into the Canadian AME hall of fame with a display at the Canadian National Aviation Museum in Ottawa. Congratula-

The Airlines in the regions of Pacific, Western and Ontario have started tions Gordon. ATLANTIC to set up workshops and symposiums and it was suggested to possibly collaborate with these committees and work towards a joint Sympo- AME Licence sium as displayers are very much attracted to those conferences from a sales point of view. A further motion was put forward to have one TC is no longer printing the AME licenses; this is done by Operational AME (CFAMEA) conference in Canada and alternate between East Support Services. The new form of the licence will no longer require and West. Something I objected to as it sounds good at first, but would a photograph and the address will no longer be on it. New security profoundly change our current Atlantic AME Association structure. features on the licence should make fraud more difficult. A new expiry We are all volunteers and putting this conference together would date of 10 years and a magnetic strip are also new. My personal hope is be a big task and the revenue sharing also becomes an issue. Should that the magnetic strip feature works better than the Hotel keys I have CFAMEA become a ‘wealthier’ organization with paid positions, this been using lately!! Keep the new AME licence away from cell phones. proposal could be reviewed. However, the only source of revenue for The new licence should start printing in April 2016.TC also indicated CFAMEA is the membership contributions and that would mean sub- that the feedback and working relationship with the AME associations stantially higher membership cost to each region. I think it is safe to and CFAMEA is important and the plan is to have head office (Ot- say that things will remain unchanged. tawa) representation on all regional symposiums.

CFAMEA Bylaws Future CFAMEA Meetings

A minor change to the CFAMEA bylaws was added to the effect that The next CFAMEA meeting will take place in Ottawa sometime in the a board member can participate at a meeting via an electronic media. fall 2016. All Board members also agreed that the AGM should be held Paragraph 8.03 was also amended to spell out the requirement to have at TC Head office in Ottawa rather than moving it across Canada. We ‘no less than four Directors or present by proxy to be present to form a would have easier access and representation from Transport Canada Quorum. Some changes and rearrangement for the CFAMEA website staff members as it takes very little time out of their busy schedules were also on the list, together with some repeated brainstorming about to just walk across the street. Jeff also suggested that TC would most a name change of the CFAMEA to a more descriptive and meaningful likely make meeting space available within their office, pending -ap name. However, the name would also have to be flowing well off the proval by their internal security group. It’s all about keeping the bad tongue in French! guys at bay! Hope to see you all in Moncton’s ARAMC on April 6-8. Keep those aircraft flying safely! Membership www.atlanticame.ca A problem that all associations are faced with is, how to attract new members and how to keep existing ones. Ideas like, airline dis-

April/May 2016 AIRMAINTENANCE UPDATE 19

AMU-Section3-Cdn1st-a.indd 3 4/1/16 5:15 PM Central AME Association

The Central Aircraft Maintenance Engineer Association is an organi- 3. To represent the views and objectives of the membership of the zation dedicated to maintaining and enhancing the standards, rights association and privileges of all AME members in the central region of Canada. 4. Promote and develop the knowledge, skill and proficiency of AMEs The objectives of our Association are: through education, publications and research. 1. To promote and protect the profession of the Aircraft Maintenance 5. Cooperate and associate with groups, associations and organization Engineer on matters of mutual interest. 2. Develop, maintain and improve representation and consultation 6. To promote honorable practices among the membership and be- with regulatory bodies that affect the profession of the Aircraft Main- tween persons in the aviation industry tenance Engineer www.camea.ca CENTRAL AME

PAMA SoCal Chapter

November 2015 Meeting Wrap A&P Student Scholarship Thanks to Mike Morgan, Avionics Installations Sales Representative, and Lee Bowes, formerly the Southwest Regional Manager and most The A&P/IA Continuing Education Scholarship deadline is May 8, recently named as the Central US Regional Manager, and all at Dun- 2016. The Awards Presentation will take place June 14, 2016. This can Aviation for hosting the November 2015 Chapter dinner meeting scholarship is open to all southern California residents currently en- and excellent technical presentation on “Cabin Management Systems rolled in good standing in an accredited A&P or IA Training School/ – Familiarization and Support” at the 94th Aero Squadron Restaurant Program. in Van Nuys, CA. Mike can be reached at Mike.Morgan@DuncanAvi- ation.com and by phone (269) 967-1271-0670; and to reach Lee, email www.socalpama.org [email protected] or call 402-730-3786. PAMA SOCAL PAMA Central Ohio PAMA

January 12th Meeting topic: CMH Airspace Review of the program gave lots of information on how to smooth in-flight The FAA Safety Team provided Mr. David R Neef, Operations Manag- operations in National Air Space for all those in attendance. We wish er of the Columbus Air Traffic Control Tower to give a presentation on to thank him for his presentation and taking the time to be with us at CMH Airspace to CFI’s, Pilots and Student Pilots at our January meet- the meeting. ing. The Lane media room was full, even though the morning’s weather brought most local traffic to a crawl. Mr. Neef gave an overview of February Meeting Topic: “UAVs” CMH ATC, their airspace operations and procedures. Beside Ground, Tower, Arrival and Departure operations at CMH, Port Columbus The February meeting was well attended on Tuesday the 9th with ATC is responsible for traffic below 11,000/10,000 to the ground in members of the pilot, maintenance and remote control modeling their eastern and western areas that span from beyond Zanesville in groups filling the room. Around 60 people came to hear FAA In- the east to just across the Indiana border in the west. spector John Welsh give a presentation on UAVs and the recent FAA David discussed the local airports, special operations with air regulations concerning them. COPAMA President Joe Lippert started traffic at Dayton and Wilmington airports and the process of becom- with a PowerPoint that showed upcoming meeting topics, a note about ing an air traffic controller. His question and answer period at the end our loss of past treasurer Donna Bricker and information about next CENTRAL OHIO

20 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section3-Cdn1st-a.indd 4 4/1/16 5:15 PM month’s Ohio Aviation Maintenance Symposium at Columbus State’s Since this is new technology with expanding interest in the way these main campus. Joe then introduced this years COPAMA Scholarship vehicles may be used, the FAA has created a website resource www. recipients with photos taken of those in attendance. This year’s Schol- faa.gov/uas where the full rules and guidance material may be viewed. arship Awardee’s are Pablo Cortes, Matthew Thomas, Jacob Galliher, There you may find the links for UAS registration ($5.00 for three years James Andersen, Gregory Churchill, Megan Kimbler, Wilfredo Ortiz, regardless of category). You may also download the B4UFLY app that Stephen McGirr and Byron Bruno. Unable to attend were Nathan Fell- provides a checklist of your proximity to Restricted Areas, Airports, rath and Sean Peters. We congratulate them and wish them well as Upcoming Restrictions, National Parks and other Guidance Materials. they finish their studies and start their careers in aviation. The operator must be within line of sight of the UAS with current After dinner, Inspector Welch started his interactive presentation on guidelines of below 400 feet and less than 100 miles per hour. Those what has become a hot and dynamic topic. The following is a con- parameters are expected to change to match the start of National Air densed outline of items discussed and a group of hyperlinks for those Space (NAS) of 500 feet AGL and clear of groups of people such as who are looking for more information about Unmanned Aircraft Sys- stadium. Operation within five miles of an airport requires a notifica- tems (UAS). tion of the Airport Director or Control Tower of time and location of UAS aircraft are categorized by a few different ways that the new your proposed flight. FAA regulations address them. Government and Civil (flights for UAS aircraft have the lowest priority in the air and must avoid all profit) are tighter controlled than the Hobby or Recreational (Model other aircraft in flight. There is a reporting requirement of any incident Aircraft) flyers. The latter group will continue on with little FAA inter- or accident that causes damage and offending aircraft can be reported action unless they are involved in some reported rule infraction. to local police, the FAA or through one of the ways listed on the web- The new CFR 14 Part 48 specifies the registration and identifi- site above. Since they are registered aircraft, anyone destroying them cation requirements for all unmanned aircraft based on weight and may be in violation of the FAA regulations and subject to legal action. operation of the UAS, the nationality (US citizen) and age (13 or older) We wish to thank Inspector Welsh for his informative presenta- of the operator and the location and airspace they are allowed to oper- tion and discussion of this current topic. We’d also like to thank Lane ate in. Aviation for the use of their facility and Media room. Aircraft less than .55 pounds (8.8 ounces) are not required to be Next month will be the Maintenance Symposium at Columbus registered. Aircraft above .55 pounds to 55 pounds that are model air- States downtown campus and we hope you’ll visit the link below for craft flown outside must be registered by Feb 19th, depending on if directions and registration information. they were operated by the current owner prior to December 21, 2015. We’re also looking for judges to help with the District 7 Science For all other small, unmanned aircraft, compliance with this part is Day on Saturday, March 19th. Just send us an email and show up required prior to operation of the small, unmanned aircraft. around 9:00 to select this year’s winners of the G.E. COPAMA Awards. Beginning March 31, 2016, small, unmanned aircraft operated No previous judging experience necessary! Hope to see you at the as other than Model Aircraft may complete aircraft registration in -ac Symposium and the Science Day events! cordance with FAR Part 48. UAS aircraft over 55.0 pounds will need to be registered under FAR Part 47 like manned aircraft. www.copama.org

April/May 2016 AIRMAINTENANCE UPDATE 21

AMU-Section3-Cdn1st-a.indd 5 4/1/16 5:15 PM The Regs Canada Transportation Act Review Report

Transport Canada says this country’s air transport system is in great shape, but could use a tweak here and there. In a recent review report, TC offered suggestions.

n February 25, Minister of Transport Marc Where we are today: flying high? Garneau tabled the Canada Transportation Act (CTA) Review Report in Parliament. Presently, Canada’s air transport system may be in OThe review undertook a broad examination of the the best shape that it has ever been. national transportation system and identified poten- The largest airlines boast renewed fleets, record prof- tial actions to enhance the system’s ability to support its and aggressive growth strategies; the quality of our Canada’s international competitiveness, trade, and airport and air navigation infrastructure is among prosperity. the best in the world; and traffic continues to grow The report, entitled Pathways: Connecting Can- faster than the economy. But low fuel prices may be ada’s Transportation System to the World, represents masking a number of underlying issues, and emerg- 18 months of analysis including: over 340 stakehold- ing challenges on the horizon threaten the sustain- er consultations across Canada and international ability of the Canadian air sector’s current success. travel to research and analyze models and best prac- Canadian cities such as Vancouver, Calgary, To- tices; over 200 stakeholder submissions; and over 30 ronto, and Montréal are well placed geographically Review Secretariat commissioned studies. Following to serve passengers, connect them to emerging mar- are excerpts from the report. kets, and provide a gateway for North America.

22 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section4.indd 2 4/1/16 5:29 PM Transportation Act Review

In 2011, the nine largest U.S. airports received US$423 million in capital contributions, grants and land transfers from federal and state governments in the same year.

International traffic is forecast to continue to grow fastest between emerging economy countries. Other countries, including the Persian Gulf states, Turkey, and China, are competing for transit traffic, and their large public infrastructure investments are being rewarded with major increases in market share. Despite the importance of air travel to Canada, it is increasingly difficult for our air transport system to remain glob- ally competitive, due to geography, population density, and federal policies that inhibit growth. Not much can be done about the first two, but policies that, in today’s context, no longer serve national interests should be revisited. For example, Canada has empha- sized governmental cost recovery more than many other countries. Cumber- some immigration and border controls may act as a disincentive for some travellers to visit Canada. Traffic volumes in northern and remote regions are insuf- ficient to support needed infrastructure improvements and a competitive carrier market based on commercial and user- pay principles alone.

April/May 2016 AIRMAINTENANCE UPDATE 23

AMU-Section4.indd 3 4/1/16 5:29 PM Demand for air travel is known to be extremely price-elastic, Where we need to be in 20 to 30 years so small price changes can have pronounced impacts on travel decisions. Low traffic volumes limit economies of scale (larger Countries around the world have recognized the importance aircraft can realize lower operating and fuel costs per passen- of aviation to their national interest as a vehicle for trade and ger) and dissuade new entry into the market; this ensures high investment, and also as a means of projecting political influ- airfares that depress travel and so perpetuate the problem. ence by exposing incoming visitors to their values and cul-

24 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section4.indd 4 4/1/16 5:29 PM ture. The vast distances from Canada’s priority overseas markets only increase this strategic importance, and so the quality of our air transport system ought to be of concern. Fortunately, we have met the test in many respects: our major airport and air navigation infrastructure is excellent, and our airlines are profit- able and internationally recognized for customer satisfaction. However, the world is changing and moving inevitably towards a liberal open market for air services. It is time to re- consider policies that may have served us well when the Canadian airline industry needed protection to flourish, but that now impair competitiveness. Of course, such protectionism comes at a cost that is largely borne by Canadian consumers, who pay relatively high airfares, and by the Canadian travel and tourism sector that, also due to higher costs, has been losing market share for over a decade. The Review recommends a package of measures that address the three major components of competitiveness: cost, access, and user experience. The aim is to reduce the cost burden on the sector and ensure that these savings are passed on to users. Proposals are also in- remote and northern communities that Gulf states, actively subsidize their air cluded to reform governance structures do not have the volume of traffic to do sectors; others with user-pay models to allow more competition in domestic so on their own. The recommendations that promote self-sufficiency, such as and international markets, to strengthen below have been crafted to advance the countries in the European Union, still market-based oversight of airports, and interests of consumers, increase compe- support their air sectors in other ways to facilitate increased international trav- tition, and support the health of the air and minimize further tax burdens on el to and through Canada by visitors, in- transport sector. the sector. Canada is unique among its vestors, and in-transit travellers. Finally, competitors in charging onerous rents the proposed measures enhance con- User Pay Policy and the Cost of Air and taxes that undermine competitive- sumer protections to align with those in Transport ness. Airport rents, for example, can the U.S. and the European Union, and to represent up to 30 percent of airport op- ensure greater consistency and transpar- Air transport is critical economic and erating budgets, far more than would be ency across the system. We believe these social infrastructure, providing access expected in dividends and income tax measures will create the conditions for to trade and investment; connecting from a private, for-profit airport, such as Canada to assume a position of leader- people to jobs, friends, and family; and those in Europe. ship in respect of air safety, security, and delivering vital goods and services in re- Security charges of up to $25 per efficiency. mote areas. Geography, population size, passenger have exceeded the cost of se- and environmental conditions increase curity screening by an average of 18 per- The flight plan: what we need to do to the operating costs of air transport in cent every year since 2010-2011 and fail get there Canada compared to other jurisdictions. to recognize the national interest in a se- A user-pay approach to financing air in- cure system. In other modes, and in the A system based on competition, market frastructure and services is effective and U.S. and European Union, security costs forces, and the user-pay principle is the sustainable, but it further increases costs are shared and, unlike their competitors best means to deliver a robust air trans- for the sector and for users (shippers across the border, airport authorities in port sector in most cases. However, it and travellers). Other countries see the the National Airports System bear the remains important for government to increasing importance of air transport additional burden of having to make support the safety, security, and efficien- for global competitiveness. Some, such payments to their municipalities in lieu cy of air transport essential for access to as the U.S., Singapore, and the Persian of municipal taxes. These payments can

April/May 2016 AIRMAINTENANCE UPDATE 25

AMU-Section4.indd 5 4/1/16 5:29 PM Boeing forecasts for international air passenger growth within and between regions.

be substantial—as much as $30 to $40 Canada has collected approximately $5 Institute, the Conference Board of million per year in the cases of Toronto billion in airport rent since 1992, al- Canada, the Senate Standing Commit- and Montréal—and there is no require- ready well in excess of the value of the tee, and industry and business groups ment that they be aligned with property assets originally transferred, and is esti- have consistently called for airport rent taxes levied against comparable indus- mated to collect at least $12 billion more and the Air Travellers Security Charge trial sites in those jurisdictions. over the next 40 years. The C. D. Howe to be significantly reduced and restruc- tured, or eliminated altogether, to help improve cost competitiveness for the air sector, and ultimately, for travellers and shippers. Canada cannot become a world- leader in terms of the cost competitiveness of air transport without heavy public subsidization of the sector, not only to match the subsidies offered by some competitors, but also to over- come the naturally high-cost operating conditions and lack of economies of scale. Such subsidized models are unsus- tainable and not recommended. Nev- ertheless, the gap must be narrowed, such that air infrastructure and services are cost-competitive with those jurisdictions in which infrastructure and services are generally self-sufficient, such as Australia, the United Kingdom, and others in Europe.

1. The Review recommends that the Government of Canada act for the benefit of consumers to reform the user-pay policy for air transport and improve its cost competitiveness in relation to comparable jurisdictions,

26 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section4.indd 6 4/1/16 5:29 PM while ensuring continued and sustainable financing for infrastructure and operations by: a. Linking fees predictably and transparently to the actual provision of services and infrastructure. b. Drawing on general government revenues, in addition to user fees, to support objectives that advance the national interest in a secure, accessible system that serves northern and remote regions. c. Phasing out airport rent and increasing capital funding available to smaller airports. d. Reducing the Air Travellers Security Charge as one of the airport security screening reforms.

2. The Review recommends that the Government of Canada work with the provinces to further improve cost competitiveness by: a. Committing to re-invest fuel tax revenues in safety, security, and reliability improvements at smaller regional, remote, and northern airports. b. Reducing or eliminating aviation fuel taxes on international traffic (where these still exist). c. Allowing all passengers arriving from international destinations to purchase duty free merchandise, as is increasingly the case around the world. d. Ensuring that payments in lieu of municipal taxes required of individual airport authorities in the National Airports Sys- tem are no greater than for comparable job-creating industries.

National Airports Policy: Ownership and Governance

Airports play a significant role in the competitiveness of the air transport sector as a whole. Airport authorities must work and invest in the long-term interests of their communities and users, including competing air carriers. To do so, they must be internationally competitive, as well as transparent and accountable. With the introduction of the National Airports Policy, Canada achieved its objective of reducing the administrative and financial burden on government of managing, operating, and developing airports. A network of efficiently run airports spans the country and, since divestiture, the airport authorities have invested over $19 billion in new, upgraded, and badly needed infrastructure. However, the model put in place to accomplish this transformation is one that now puts the airports’ cost competitiveness at risk. The World Economic Forum ranks Canadian airports among the best in the world for infrastructure quality (16th overall), but 135th for cost. Air carriers note that in addition to government imposed fees and taxes, the continued and rapid escalation in airport infrastructure costs significantly affects their ability to offer customers competitive fares, to grow their services and to compete internationally. The requirement to turn over National Airports System airports in good condition, free of debt, and the 30- to 40-year depreciation that applies to most airport-related investment will all become serious constraints on airport management

April/May 2016 AIRMAINTENANCE UPDATE 27

AMU-Section4.indd 7 4/1/16 5:29 PM The Canada Transportation Act Review Report recommends moving within three years to a share capital structure for larger airports.

28 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section4.indd 8 4/1/16 5:29 PM Canada Transportation Act Review Report recommends significantly increasing funding for the Airports Capital Assistance Program to support safer, more efficient, reliable services at regional and local airports.

as the end-of-lease dates approach. Also, while most airport authorities have developed certain good governance and consultation practices that may be codified in the leases or bylaws, these vary from case to case, and the authorities do not operate under a specific piece of governing legislation as do the Canada Port Authorities, under the Canada Marine Act, or Nav Canada, under the Civil Air Navigation Services Com- mercialization Act. The Review heard concerns that airports and carriers may potentially abuse a dominant market position, absent common rules and appeal mechanisms applicable to all airports, on such issues as fee charging, competing in the same business as their tenants, and disadvantaging rival carriers in relation to landing rights, slots, and gate access. This gap should be closed. Canada was a leader in commercializing airport operations, but airport ownership models have changed worldwide in the past 25 years. For-profit corporations with share capital predominate, making the antiquated Canadian model somewhat unique and international comparisons, along with benchmarking, very difficult. The Review heard from many of the original authors of the Canadian model, who considered it to be a first step towards fully private, for-profit airports; independent analysis and international examples show the benefit of increased private sector discipline in the management of large airports. Meanwhile, smaller, federally owned airports are operating at a significant disadvantage, as they cannot access federal infrastructure funding like the larger locally owned airports

April/May 2016 AIRMAINTENANCE UPDATE 29

AMU-Section4.indd 9 4/1/16 5:29 PM outside the National Airports System, and they are subject to and charges to protect users and confer oversight on the taxes. They should be treated on a level playing field with all Canadian Transportation Agency. other regional airports in Canada. c. To resolve issues applicable to airports regardless of the Our goal in addressing these issues is to restore Canada ownership/governance model, enacting legislation to imple- to its place as a world leader in the governance of airports and ment the following provisions for all Canadian airports with in the use of competition and market forces to determine op- scheduled services: timum investment and service levels and costs. Our recom- (i) Establishing a set of principles to guide all airports in Can- mendations follow: ada when determining fees and requiring airport operators to grant reasonable access to any licensed airline who requests it; 3. The Review recommends that the Government of Canada providing the Canadian Transportation Agency oversight and strengthen the viability, accountability, and competitiveness enforcement in both instances. of the National Airports System by: (ii) Tying airport improvement fees to specific projects with a. Divesting the federal government of smaller federally explicit sunset provisions. owned airports in consultation with provinces, municipalities (iii) Requiring airline expertise on the boards of directors of and First Nations, and provide one-time payments for needed airport operators (current airline employees would not be eli- safety investments, where appropriate. gible). b. Moving within three years to a share-capital structure for (iv) Ensuring meaningful and timely user consultation for the larger airports, with equity-based financing from large in- major capital projects. stitutional investors, accompanied by legislation to enshrine (v) Strengthening performance reporting and benchmarking. the economic development mandate of airports and to protect (vi) Providing appropriate directive powers to the Minister in commercial and national interests (including provisions that the event of extraordinary circumstances (legislation is cur- are currently spelled out in the airports’ leases) by: rently silent on this, unlike for other modes). (i) Establishing investment thresholds, foreign ownership limits, and tests of public interest and national security to be d. Significantly increasing funding for the Airports Capital administered by Industry Canada and the Competition Bu- Assistance Program to support safer, more efficient, reliable reau, under the Investment Canada Act and the Competition services at regional and local airports. This would require ex- Act. panding the eligible investments to include lengthening and (ii) Maintaining protections against insolvency (currently surfacing runways for modern jet service in northern and contained in the airport leases), so that, in the event it should remote airports, and investing in more advanced navigation, occur, all assets belonging to the insolvent airport authority weather, and landing systems. would revert to the Crown without liability. (The report in its entirety is now available on Transport Cana- (iii) Enacting so-called light-touch regulations covering fees da’s website www.tc.gc.ca/ctareview2014.) n

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AMU-Section4.indd 10 4/1/16 5:29 PM April/May 2016 AIRMAINTENANCE UPDATE 31

AMU-Section4.indd 11 4/1/16 5:30 PM Feature

Helicopter Industry Outlook: Cautious purchases amid increased usage

n the face of a slower global economic growth we’re seeing a more cautious five-year demand projec- environment and increased volatility in oil and tion compared with previous years. “Even in a slower gas-related markets, the helicopter industry is growth environment, Honeywell is well-positioned to Ireacting with a cautious outlook for near-term new help operators keep current fleets lasting longer with purchases. In its 18th annual Turbine-Powered Civil aftermarket upgrades and repairs.” Helicopter Purchase Outlook, Honeywell forecasts 4,300 to 4,800 civilian-use helicopters will be de- Key global findings in the outlook include: livered from 2016 to 2020, roughly 400 helicopters lower than the 2015 five-year forecast. The survey showed new purchase-plan rates were “The current global economic situation is caus- stable, but operators cited fewer new model purchases ing fleet managers to evaluate new helicopter pur- over the five-year period, leading to a more cautious chases closely,” said Carey Smith, president, Defense near-term outlook. When considering a new pur- and Space at Honeywell Aerospace. “And that’s why chase, operators’ results mirrored those from last year,

32 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section4.indd 12 4/1/16 5:30 PM with make and model choices for their new aircraft most a balance of intermediate and medium twin-engine platforms strongly influenced by range, cabin size, performance, tech- for the remaining purchases. nology upgrades and brand experience. Helicopter fleet utilization generally declined compared with Middle East and Africa: This region has the second-highest last year. Over the next 12 months, usage rates are expected to new purchase rate among the regions, with up to 30 percent improve but at a reduced rate. of respondent fleets slated for turnover with a new helicopter replacement or addition. More than 60 percent of planned Helicopter use expected to increase new helicopter purchases are intermediate and medium twin- engine models. Heavy multi-engine models are underrepre- Helicopter fleet utilization reported in the survey generally sented due to the absence of input from the large oil and gas declined compared with last year. Over the next 12 months, operators in the region. usage rates are expected to increase but at a reduced rate, as the gap between operators planning increases and those plan- North America: Purchase expectations fell two percentage ning decreases has narrowed in every region. points in this year’s survey but still provide a strong base of demand for light single-engine and intermediate or medium Regional Overview twin-engine platforms. More than 60 percent of planned North America purchases were identified as light single-en- Latin America: The 2016 results show strong fleet replace- gine models, while just under a quarter of new purchases were ment and growth expectations, well above the world average, slated as intermediate or medium twin-engine models. rising eight percentage points over the prior year. Latin Amer- North American purchase plans are a significant component ica led all global regions in the rate of new aircraft purchase of the overall 2016 survey demand and help support global plans despite an economic slowdown in Brazil. industry demand projections by virtue of the large fleet active In terms of projected regional demand for new helicopters, in the region. Latin America is now contributing the second highest demand among the regions tracked, trailing only North Ameri- Europe: Purchase plans decreased slightly with continued ca. Latin American respondents currently favour light single- weakness in reported Russian buying plans. The sample of engine models for just under half their planned acquisitions, Russian operators responding in 2016 remains small, which followed by light twin-engine models at about 35 percent and continues to add uncertainty to the overall European results.

April/May 2016 AIRMAINTENANCE UPDATE 33

AMU-Section4.indd 13 4/1/16 5:30 PM European purchase intentions currently tend to favour light New business for Bell twin-engine and light single-engine models in nearly equal Bell Helicopter has announced it secured commitments shares this year. from two customers for a total of three Bell 407GXPs in corporate/VIP configuration while at the Helicopter BRIC countries (Brazil, Russia, India and China): Demand Association International Heli-Expo 2016 in Louisville, continues to ebb and flow with stronger results recorded for Kentucky. Among the signings, Bell Helicopter signed India and Brazil in the 2016 survey. In India and Brazil, new with a private customer based in Newfoundland, Canada, helicopter purchase-plan rates exceed the world average by a for a Bell 407GXP that will be used for personal and cor- wide margin. Planned Chinese purchase rates slipped, reflect- porate transport. While there are more than 100 Bell 407 ing near-term slower economic growth prospects. platforms operating in Canada alone, this is the second Notably, no Chinese-built models received specific purchase Bell 407GXP to be signed for by an eastern Canadian- interest mentions in the survey; however, civil deliveries are based operator. “The Bell 407GXP is a truly versatile air- occurring and are reflected in the Honeywell outlook. craft that will provide unprecedented speed, reliability and safety when operating throughout Canada, and we Methodology look forward to taking delivery in the coming months,” said the new (unidentified) owner. The 2016 outlook presents a snapshot of the helicopter busi- Also at the show, Bell Helicopter signed with New ness at a point in time and reflects the current business and York-based Gotham Air Private Charters for two ad- political environment. This year’s survey queried more than ditional Bell 407GXPs. The company already operates a 1,000 chief pilots and flight department managers of com- Bell 427 and a fleet of Bell 407s. “We are pleased to see the panies operating 3,070 turbine and 360 piston helicopters continued interest in our modern commercial product worldwide. The survey excluded large fleet or “mega” opera- line from our corporate and VIP customers,” said Antho- tors, which were addressed separately. Input received from ny Moreland. “The proven capabilities of the Bell 407GXP large oil and gas support and emergency medical service fleet will continue to attract operators in this market segment, operators is factored into the overall outlook in addition to and we are delighted to support all of these customers and the individual flight department responses. The survey -de their operations.” tailed the types of aircraft operated and assessed specific plans to replace or add to the fleet with new aircraft. n Big deal with Norway going smoothly Finmeccanica has announced the first of 16 AgustaWest- land AW101 helicopters for the Norwegian Ministry of Justice and Public Security (MoJ) successfully performed its maiden flight at its helicopter division’s Yeovil factory in the United Kingdom on March 21. The successful on-schedule maiden flight marks a major milestone and the start of the flight test program that will lead to initial aircraft deliveries to the MoJ, for operation by the Royal Norwegian Air Force in 2017. Aircraft deliveries will continue through to 2020. In December 2013, the Norwegian Ministry of Jus- tice and Public Security signed a contract for 16 AW101 helicopters plus support and training, to meet the Nor- wegian all-weather SAR helicopter (NAWSARH) requirement based on a new generation aircraft. Each aircraft is provided with an advanced SAR equipment package including a multi-panel active electronically scanned array surveillance radar system from Finmeccanica airborne and space systems division, built at the company’s Ed- inburgh centre, providing 360-degrees of coverage. Fin- meccanica’s Helicopter Division will provide initial support and training services, including spares at each of the aircraft operating bases and aircrew training. It will then provide performance based logistic support to deliver approximately 90,000 flying hours across the fleet of 16 helicopters over the initial 15-year period of operation.

34 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section4.indd 14 4/1/16 5:30 PM Raising the Bar Shake, Rattle and Roll

n August 4, 2013, VIH Helicopters Ltd. drifting sideways to the right with near-full left -cy Kamov Ka-32A11BC, (C-GKHL) was car- clic control input. The helicopter bounced and rolled rying out fire suppression operations east of onto its right side, and the main rotor blades contact- OBella Coola, British Columbia using a water bucket ed the ground and broke. The rotors were turning at on a long line connected to the helicopter’s external normal speed — about 270 revolutions per minute load belly hook. At about 1830 Pacific Daylight Time, (rpm) — when the blades collided with the ground just after the helicopter lifted a load of water out of a and broke. The energy in the broken blade pieces high altitude mountain lake, there was a loud bang caused some of them to travel several meters from followed by howling and grinding noise, and the he- the main wreckage. licopter began to shake severely. The pilot not flying The crew was able to shut down the engines released the external load (line and water bucket) and and exit the aircraft with minor injuries. There was the pilot flying flew towards land for an emergency no fire. The 406 MHz emergency locator transmitter landing. activated upon touchdown. An examination of the The crew had difficulty keeping the helicopter damaged helicopter by one of the company’s aircraft pointed in the direction they were tracking, and the maintenance engineers revealed damage to the left shaking was such that they could not see the instru- side engine (No. 1 engine) that was consistent with ment displays. The helicopter touched down while turbine failure before the helicopter’s hard landing.

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AMU-Section4.indd 15 4/1/16 5:30 PM Flight data recorders engine, followed by a loss of main rotor The engines’ turbine operating tempera- rpm. Both alternating current (AC) gen- tures (TOT) were not recorded on the The helicopter was equipped with a erators dropped off-line during the time FDR because the input had been discon- flight data recorder (FDR), but not a the rotors were below normal operating nected during unrelated maintenance cockpit voice recorder (CVR). Neither rpm. Low rotor rpm was only brief, and troubleshooting. is required by regulations when carrying the AC generators came back on-line out aerial work operations. The FDR was when the rpm returned to normal after Weather and Pilots removed from the helicopter and TSB the load was jettisoned. However, the investigators reviewed the data, with AC powered autopilot system shut off The weather in the area was suitable for help from the operator’s technicians and and, as designed, did not come on when visual flight rules (VFR) flight, with clear the Russian based Air Accident Investi- AC power was restored. The FDR data unlimited visibility. There were two pi- gation Commission, Interstate Aviation also show that after the power loss, the lots operating the helicopter; both were Committee (MAK). FDR data revealed No. 1 engine continued to operate at low qualified to act as captain. Records in- a sudden loss of power from the No. 1 rpm until it was shut down. dicate that the flight crew was certified and qualified for the flight in accordance with existing regulations. The Pilot Fly- ing (PF) had about 14, 800 hours total flying experience in helicopters, of which about 4,200 hours were acquired flying the Kamov Ka-32 type. The PF had completed the required recurrent ground and flight training on the Ka- 32, including engine failure emergency procedures. The Pilot Not Flying (PNF) had about 19,200 hours total flying experience in helicopters, of which about 4,300 hours were acquired flying the Kamov Ka-32 type. The PNF had completed the required recurrent ground and flight training, including engine failure emergency procedures. Both pilots were within the flight and duty time limits prescribed by regulation, and fatigue was not considered a factor. Nei- ther pilot had previously encountered vibrations or noise similar to those encountered during the accident sequence.

Flight control systems

The Kamov Ka-32A11BC has counter- rotating rotors (two main rotors, stacked on top of one another, turning in oppo- site directions). There is no tail rotor; the torque from the upper rotor offsets the torque from the lower rotor. To induce yaw, torque to one rotor is increased while torque to the other rotor is decreased; lift remains the same but the aircraft will yaw in the direction oppo- site to the rotor with the higher torque. The Ka-32 is equipped with a control augmentation system referred to as the autopilot. This system operates on AC power generated from the rotor transmission. The AC generators operate in a narrow rpm range (normal rotor

36 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section4.indd 16 4/1/16 5:30 PM rpm) and are tripped off when the rpm engine’s maximum power caution light ning electron microscopes (SEM) to drops below 83 percent. Without AC started activating inconsistently. The determine fracture surface structures power, the autopilot drops off-line and caution light sometimes activated before that demonstrate failure modes. All of larger control movements are required the engine reached maximum power, the available fracture surfaces were con- to change the helicopter’s attitude. It and sometimes failed to activate when sistent with overload failures; therefore, should be noted that although the AC the engine reached maximum power. those fracture surfaces were not the generators will automatically come back The electronic engine governor (EEG-3) origin of the initial failure. It was also online when the rotor rpm returns to was replaced; however the problem was apparent that the ring that retained the normal, the autopilot must be re-en- not resolved. On May 19, 2013, the fuel first stage guide vanes for the CT section gaged by the pilots. control unit (FCU) was replaced, and had failed on its outer edge and cracked the problem was resolved. During that on the inner section of one of the guide Weight and performance time and until the engine failure, several vane slots. The fracture surface features power checks demonstrated that the en- were consistent with a fatigue break. The The helicopter was being operated with- gine’s automatic limitation system was CT blade parts, the CT section guide in its weight and balance limitations functioning correctly and that no engine vanes, the guide vane retention rings, at the time of the accident. The gross limits were exceeded. the CT wheel hubs and the thermo weight of the helicopter was 11,639 kg couplings for the engine temperature with the water bucket full, and 7,784 Examination of failed engine indication system were sent to the TSB kg once the water bucket was released. Engineering Laboratory. With one engine inoperative (OEI) at The helicopter was recovered from the It was determined that the CT blade the operating weight of 11,639 kg, a den- accident site and transported to a facil- fracture surfaces were caused by over- sity altitude of 6,800 feet, and hovering ity where it was examined, and the No. 1 load. However, it was noted that some of with the water bucket a few feet over the engine was removed for disassembly and the remaining parts were short enough lake, the helicopter could not attain a detailed examination. Before the engine that some of the blades could have bro- safe fly-away speed and would descend was removed, standard tests were car- ken more than once (e.g., a blade may until the weight of the water bucket was ried out by an avionics technician to de- have broken at two thirds of its length removed, either by it landing in the wa- termine the functionality of the engine and then been hit by debris and broken ter or being released. Once the weight of turbine temperature indicating system. again at one third of its length). the water bucket was removed, the heli- The results of the tests showed that the copter should have been able to climb at electrical resistance in the system cir- 275 feet per minute, using the 2.5-min- cuits was within the required range for ute OEI power limit and 32 knots indi- proper temperature indications. This cated airspeed. also confirmed that the disconnect of TOT input to the FDR had no effect on No. 1 engine maintenance the functioning of the gas temperature limitation system. In August 2011, when it had accumu- Fuel and oil filters were examined; lated 4,283.5 hours of total time since there were no extraordinary findings. new (TTSN), the engine was inspected The power turbine (PT) section was and repaired by Motor Sich (Ukraine) separated from the rest of the engine, because metal particles were found in and examinations revealed damage con- the oil. sistent with damage from objects up- In April 2013, at TTSN 4,936.9 stream. hours and 923 hours time since overhaul Further disassembly exposed the (TSO), in accordance with a Transport compressor turbine (CT) section. Exam- Canada Foreign Airworthiness Direc- ination of the CT section revealed that tive, the compressor turbine was re- all the CT blades were broken off, and placed with another compressor turbine that several of those were broken close (different part number) with 956 hours to the blade roots. Very few of the tur- TTSN and zero hours TSO. The fuel bine blades’ broken pieces were recov- manifold was also replaced with another ered; the turbine exhaust showed dam- (different part number), which had 956 age consistent with turbine blade debris hours TTSN and zero hours TSO. Also exiting with the exhaust gasses before at that time, seven new T-102 thermo- the engine stopped. couples were installed. The CT blades were removed from The engine was installed in C-GKHL the section turbine hubs and examined on May 16, 2013. On May 18, 2013, the under optical microscopes and scan-

April/May 2016 AIRMAINTENANCE UPDATE 37

AMU-Section4.indd 17 4/1/16 5:30 PM The guide vane retention ring, which has slots the guide vanes engine: the presence of severe vibration, which was greater fit into, showed anomalies in the size and shape of the slots. than either pilot had ever experienced, the lack of visual clues Microscopic examinations revealed that the slots had been caused by the pilots’ inability to read the instruments, and the machined to different shapes during manufacture, rather than poor control responses. The severe nature of the vibration worn into these different shapes. could have been indicative of an imbalance in a major and critical rotating component, such as the rotor system or trans- TSB Laboratory reports: Examination of engine components mission. For these reasons, the crew executed an emergency landing on the closest land surface. FDR data showed that the No. 1 engine lost power during During the emergency landing, the crew had difficulty flight. Examinations determined that one or more first stage controlling the helicopter, particularly its heading. The land- compressor turbine (CT) blade(s) broke and subsequently ing surface was uneven, and the helicopter was still moving collided with the remaining blades, causing them to break. over the ground partially sideways upon touch down. This All of the blades in the CT section broke, and all of the blades caused the helicopter to roll onto its side enough to allow the downstream in the power turbine (PT) section were either rotor blades to strike the ground. broken or damaged. As a result, gas flow was reduced and power was lost. The turbines continued to rotate at reduced Quality control revolutions per minute (rpm), causing vibrations because of unequal blade damage. The low rpm of those turbines caused The manufacturing anomalies in the guide vane retention the vibration signatures to be inconsistent with normal engine ring slots were clearly visible to the naked eye. These anoma- vibrations. lies, which show up as gaps, were even more evident when the Detailed examinations of the CT section components guide vanes were installed. The guide vanes should fit in the revealed manufacturing anomalies. While the lack of infor- slots tightly; there should be no visible gaps. The fact that ob- mation from the manufacturer limited the TSB’s ability to vious anomalies like these were missed during the manufac- compare the accident engine blades to a standard, large differ- turing and assembly of the engine components may indicate ences in material structure can be caused by treatment varia- a problem with quality control. The anomalies in the struc- tions during manufacture, such as heat treatment or coating ture (alloy treatment) of the CT blades were also likely due to regimes. Such variations are not likely to have been within a poor quality control during the manufacture of these blades. design standard. Poor quality control during manufacture can This too puts personnel involved at risk, as these anomalies on allow components like these to be installed in an engine. their own could cause blade failures. The material structure anomalies that were found are consistent with variations in the heat treatment during man- Safety action taken ufacture, and reduce resistance to failure. Additionally, the anomalies in the first stage guide vane retention ring would The regulator (Russian Authority) that holds the engine type have allowed the guide vanes to move and warp, thereby caus- certificate issued Revision 1 to Airworthiness Directive (AD) ing unanticipated gas flow patterns within the compressor RU-2012-53-05R1Footnote 4 on November 11, 2013. It re- turbine. This likely caused the fatigue cracking and breaking quires Klimov TV3-117BMA engines installed in Kamov Ka- of the retention ring. This, combined with the anomalies in 32 helicopters used for external load operations to make the the material structure of the CT blades, likely caused one or following changes: more of the CT blades to fail. Furthermore, the hole on the All engine cycles will be multiplied by a factor of 1.2 (this low-pressure side of one of the guide vanes may have added to means that the engine life limits that are measured in cycles the gas flow pattern changes. would be reached 20 percent sooner); and Upon engines reaching 750 hours since overhaul, the Emergency landing parts installed at this mid-life “hot section” inspection will now be new. This also now applies to these parts at engine The helicopter was hovering at a high gross weight when one overhaul. The AD did state that the investigation of the failure engine lost power. This is a critical phase of flight as high pow- in Canada was still in progress and that the changes would er is required. In this occurrence, the majority of the load be- not be final until the results of the investigation were finalized. ing carried was hanging externally on a 150-foot long line be- VIH Helicopters Ltd. has increased the “Load Release” low the helicopter. When the engine lost power, the helicopter training and added it to the yearly recurrent training require- descended and the load landed in the lake and was released, ments. The company is field-testing an improved electrical thereby removing about 3,855 kg of the load. Because the he- release guard that allows easier access to the external load re- licopter was still 150 feet over the lake and the power required lease button in the Ka-32s they operate. to maintain flight was substantially reduced, the remaining engine provided sufficient power to restore rotor rpm and al- (This report concludes the Transportation Safety Board’s inves- low the helicopter to be flown away from the lake. However, tigation into this occurrence. The Board authorized the release because of the following factors, the crew did not identify the of this report on December 17, 2014. It was officially released on problem as an engine failure and did not shut down the failed January 5, 2015.) n

38 AIRMAINTENANCE UPDATE April/May 2016

AMU-Section4.indd 18 4/1/16 5:30 PM Classified Aviation Services

April/May 2016 AIRMAINTENANCE UPDATE 39

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April/May 2016 AIRMAINTENANCE UPDATE 41

AMU-Section5.indd 3 4/1/16 5:35 PM AMU Chronicles

BY SAM LONGO, AME A&P

Boeing Benchmark Through the test of time, the 737 continues to dazzle.

s I stettled into my window seat, just above the port design was particularly susceptible to ingesting FOD (foreign engine, I smiled. Glancing at the info card in the seat object damage). The kit is readily apparent, with long leading pouch was the familiar Boeing 737 moniker: destina- edge probes extending from the lower engine nacelles. High Ation, warm and welcoming Cuba. Ironically, my very first flight pressure engine bleed air is pushed through probe nozzles to in a 737 some 40 years ago was diametrically opposed to my cur- clear the area directly in front of the intake. The other give- rent travel plans. As a 22-year-old apprentice aircraft mechanic, away to this mod is the large gravel deflector plate trailing with Nordair, I was flying north, specifically from Montreal to back from the nose landing gear. Frobisher Bay (Iqaluit) on Baffin Island. Clearly, there was noth- Despite the disadvantage of the low engines from poten- ing neither warm nor welcoming about that particular flight. tial FOD damage, their accessibility was a delight for mechan- Few modern airliners can boast the longevity and versa- ics. Walk-around and oil level checks were a breeze without tility of the 737. First flown in April 1967, the 100 Series en- the need for a ladder. This was particularly appreciated with tered commercial service in February 1968, with the slightly many quick 737 service checks in Frobisher, with howling longer 200 Series following close behind in April of the same winds and temps pushing minus 60! As mentioned earlier, year. Powered by two tried and true Pratt & Whitney JT8D en- these memories are neither warm nor welcoming. gines, the 200 Series aircraft soldiered on until the early 1980s Despite these extremely harsh conditions, these rugged when the 300-400-500 Series evolved using the new CFM 56 little Boeings performed admirably. From cold soaking in the high bypass turbines. These new quieter engines along with a frigid arctic to roasting in the southern sunshine, these time- revised wing design yielded a 25 to 30 percent increase in fuel less classics continue to ply the sky. It is not surprising to me economy, positioning the aircraft for many additional sales for that they have stood the test of time and are still currently in future decades to come. production, rolling off the assembly line at a rate of 42 per Interestingly, the low under wing design presented some month. Since 1967 8,800 737s have been delivered, with out- real challenges when it came to retrofitting the new technology standing orders for 4,417 more as of January 2016. CFM56s. To make it all work, the engine was moved further Since its creation, this benchmark Boeing boasts a com- forward and up in front of the wings’ leading edge on modi- prehensive track record. Remarkably, as of 2006, there are fied pylons. The fan diameter was reduced slightly, decreasing 1,250 B737s airborne at any given time around the globe, with efficiency, and the accessory gearbox was rotated slightly from two departing or landing every five seconds! Boeing’s sound the 6 o’clock position to the 4 o’clock location (intake view) to design has paid solid dividends. Despite the demise of its oth- increase ground clearance. It gives the engine an oval shaped er iconic aircraft now long out of production such as the 707 “Hamster Pouch” look that makes the aircraft instantly recog- and the 727, the 737 seems to have just the right DNA combi- nizable from a frontal view. nation to continue its legend for many years to come. Other, more subtle, modifications were common in the As for me, that 40-year span since my first frigid intro- earlier years to allow the aircraft to operate more efficiently for duction to this aircraft seems to have flown by (pun intend- airline use, especially under extreme conditions. Boeing pro- ed). As I look out my window at the CFM56 quietly churning duced a 737QC (Quick Change) configuration, incorporating away, I count my blessings. The beauty of machinery is that it a cargo door with palletized cargo capabilities, along with pal- can transcend time, and the Boeing 737’s legacy will continue letized seating. While I was with Nordair in the mid-1970s, until long after I am gone. That being said, I am happy to re- these versatile QC versions flew round the clock, often flying port that the immediate future looks bright for both of us. cargo to the north, then rapidly reconfigured in Montreal to There is no doubt our paths will cross again for further fly a charter flight of passengers to Florida, all within a 24- flights together. The beauty for me, and the source of my on- hour span. going smile, is the knowledge that all future destinations will The other popular option on all of Nordair’s 737s was the be in a southerly direction. I’m pretty sure Baffin Island will “Gravel Kit.” This was an absolute must for operating the air- get along just fine without me. For more published writing by craft on the Arctic’s remote, gravel runways. The low engine Sam Longo, please visit www.samlongo.com n

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